Railway signal device.



-s. PIZIGZIK. lRAILWAY SIGNAL DEVICE.

APPLICATION FILED MAR.3,1908.

Patented Sept. 29, 1908.

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unimo STATES, PATENT' omen.

STANISLAUS PIZIOZIK, OF BALTIMORE, MARYLAND, ASSIGNOR OF ONE-HALF TOJOHN ROESSER, OF BALTIMORE, MARYLAND.

RAILWAY SIGNAL DEVICE. j

"Specification of Letters Patent.

'Patented sept. 29, 1908.

Application filed. March 3, 1908. Serial N o. 418,987.

` train entering the danger zone is warned of the presence of the othertrain, causing the production of the signals. l

Moreover, provision is made by this invention for the warning ofpedestrians or persons travelinginvehicles,`of the dangerous proximityof a train.

The invention contemplates not only the warning of enginemen of trainsentering the danger Zone of another train upon a single or double track,but the warning ofl enginemen on trains approaching a railroad crossing,that is, where two tracks cross, so that the first train to approachsuch a crossing will establish conditions giving warning to trainsapproaching the crossing in any direction.

Furthermore, a train is enabled by this invention, to establish a dangerzone to the rearl of the train, the said zone being maintained for asafe distance behind the train and advancing with the train, safetyconditions being restored rogressively by the forward movement of t etrain. j

For single track roads, the signal devices will be installed on one sideof the track, for travel in one direction, and on the other side of thetrack for travel in the other direction. For double track roads the'signal devicesresponsive to a train traveling in one direction only maybe installed alongv each track.

The invention is entirely mechanical and positive in action, thepractical embodiment embracing systems of levers and chain and cableconnections so disposed that a positive movement imparted to a lever inthe path of the wheels of a passing train will be transmitted to distantlevers which are thereby brought into a position in the path of amechanism on another train -or other trains by which a series of signalsare produced in the said other train, giving warning that the 'the firsttrain.

second train has entered the danger Zone of The invention, however, willbe best understood from a consideration of the following detaildescription, taken in connection with the accompanying drawings forminga part of this specification, in which drawings Figure 1, is a plan viewof the intersection of two railway tracks showing ythe application ofthe invention thereto. Fig. 2, is a partly diagrammatic elevation of alocomotive showing the relation of the track devices thereto and alsoshowing the cab signal responsive to the track devices. Figs. 8 and 4.,are perspective views, partly in diagram showing applications of theinvention. Fig. 5, is a detail view of one o f the operating parts. Fig.6, is a diagrammatic view showing the application of the invention tointersecting tracks. Fig. 7, is an elevation of one -of the track leversby which a passing train is caused to operate the system. Fig. 8, is adiagrammatic view showing the safety restoring mechanism. Fig. 9, is across-section through a track, showing the general relation of certainparts of the invention. Fig. 10, is

v a diagrammatic view illustrating the invention, particularly inrespect to the means for restoring the fingers to normal osition.

Referring to the drawings an considering first the train operated means,there is best shown in Fig. 7, a lever 1, which may be pivotally mountedbetween two standards 2, (Figs. 7 and 9) located in a pit 3 which islocated alongside a railway track adjacent to one of the rails 4. Thisit may be made of cement or other suita le material. The lever 1 is ofthe first order andits longer end is formed into a long easy curve asshown at 5, and the normal osition of the end 5 of the lever is in thepat of a projection 6 on the locomotive. This projection 6 may becarried by the pilot of the engine or may be otherwise located. Fast tothe end of each lever 1 remote from the end 5, are chains 7, 8. Thechain 7 is the only vone shown in Fig.' 7, and this is shown as passingdown around a pulley 9, thence upward and over a pulley 10 on a post 1 1which may serve as a guide for the lever 1, and the chain 7 is thencarried down and around a pulley 12. The pulleys 9 and 12 may be mountedon the ioor of the pit 3. The chain is secured to one end of a' rod orcable 13, the other end of which is fast to another chain 14 passingunder a pulley 15 on the iioor of the pit, and thence upward over.another pulley 16, (seeFig. 6), after which,

it may be connected to acable 17, of any suitable length. Wherever it isnecessary to change the direction of travel of the rod or cable 17,pulleys 18 are used and chains are used in connection with the pulleysbecause of their flexibility and ease of movement about the pulleys.

The train or cab signal is illustrated in Fig. 2, where there is shown abell 19, conveniently located in the cab ol the locomotive 20, and inoperative relation to the bell is a clapper lever 21, connected to oneend of a spring actuated sliding rod 22, extending downward to one arm23, of a bell crank lever 24, the other arm 25 of which extendsdownwardly for a purpose which will presently appear. Alongside of thetrack are bars or rods 26, slidable longitudinally between rollers 27mounted in supports 2S erected at suitable intervals on the ties. Thesebars 26 are longitudinally slotted as shown at 29 and extending into theslots are pivoted 'lingers 30, each provided with a longitudinal slot31, through which there is passed a pin 32 fixed in the correspondingbar 26, the pin being fast to the bar on each side of a slot 29. Each-ringer 30 is pivoted at one end on a support 33, fast at an approximatepoint on a tie. There are as many rods 26, as may be necessary for thepurposes of the system and each rod may have as many slots 29 as desiredand each slot may have a finger 3() extending into it. The arrangementis such that when a rod 26 is moved in one direction the fingers engagedby it are all erected, and when the rod is moved in the other directionthe ingers are all turned on their pivots. to the depressed position.When the fingers 30 are erected they are in the path of the arm 25 onthe locomotive. Thus, when the fingers are erected the bell is given aseries of strokes equal to the number of fingers in the path of thearm25.

It is desirable that the longitudinal movement of the rods 26, should belimited so they may be formed as shown in Fig. 1, where the members ofthe rod on each side of a slot extend laterally beyond the main part ofthe rod to form shoulders 34 arranged to engage the supports 2S and thuslimit the longitudinal movement of the rod in either direction. l

Reference to Figs. 6 and S will serve to illustrate in a simple mannerthe working of the device. Let it be assumed that the strand 17 (whetherof Wire or cable or rod) extends along the main line of track over suchpulleys 18 as may be necessary to direct its course, to a bar 26, atsuch distance from a lever 1 as will determine the extent of the dangerzone in advance of a train. This distance should be sufiicient toprevent collisions and give the engineman in the front train amplewarning. Fig. 6, also shows the arrangement for an intersecting track.In

this case another strand 35 extending over such directing pulleys 1S asmaybe necessary, is connected to the strand 17 and is carried to asuitable rod 26, located on one side ol" the crossing, and anotherstrand 36, is carried from the strand 17 to another bar26, properlylocated on the intersecting track at a sufficient distance on the otherside of the crossing. lf a train depresses the lever l, then the fingers3() both in advance of and on each side of' the crossing are erected anda train approaching the crossing in any one oi the three 'directions iswarned of the Iirst train. The lever 1, of Fig. 6, is supposed to belocated, say, next to the left hand rail and the iingers 3() next to theright hand rail, though this arrangement is not imperative. As bestillustrated in Fig. 3, the lever 1 also controls a rod by means of thechain S, so that a series of bell o )erating lingers is elevated at therear o'l' t ie train considered, so that another train approaching thefirst train from the rear is apprised of the fact that there is anothertrain within dangerous proximity ahead.

Fig. S, shows the arrangement for restoring the iingers 30 to the safetyposition, after having been' raised by a train approaching in theopposite direction to that olt Fig. 6. The lever 1A of Fig. S, islocated at a point beyond the crossing from which the train isapproaching and is connected by a main strand 17 and other connectingstrands 35 and 36 to the respective rods 26, by having the direction ofmovement reversed by being passed over pulleys 18 and then connected tothe corresponding rod 26. The lever 1 is depressed by the train inpassing, thereby restoring all the rods 26, operated initially by thesaid train, to safety. This occurs after the train has passed thecrossing.

The actuating and restoring devices are shown combined in Fig. 3, theview being more or less diagrammatic. The mechanism as thus shown islocated at intervals along the track, the space between constituting ablock. In this ligure the lever 1 is shown connected to another strand17l designed to set signal operating devices, still further in advance,into the danger position while restoring the lirst operated devices inthe rear to safety. Thus, the system may he made progressive throughoutan entire railway system.

In Fig. 4, there is shown a post 37 supposed to be erected at anordinary road crossing. Upon the post is a pivoted arm 3S carrying loosedangling rope sections 39, intended to strike pedestrians or persons invehicles, when the arm is horizontal and so warn them of the dangerousproximity ol the approaching train. Strands 40 and 41 branched oil' froma rod 26 connected to a lever 1, serve to elevate and depress the arm.3S in accordance with the relative position `wherever necessary bysuitable iingers.

sas-io parts are positively operated. The severalA operative parts areinter-connected as necessary or desirable by suitable strands, thedirection of travel of which may be diverted pulleys, chains being usedin connection with the pulleys. i

Slight changes might be resorted to in the Iform and arrangement of theseveral parts hereinbefore described without departing from the spiritand scopeof my invention,

hence I do not wish to limit myself to the eX act construction asherein. set forth.

Having fully described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1 A railway signal-system, comprising a series of train-actuated levers;and train-signal operating means, each comprising a sliding bar, andpivoted fingers directly engaged by said bar, to move the former intoand out of operative position; and operative connections between thelevers and the bars Jfor effecting movement of the latter andconsequently of the iingers. i

2. A railway signal-system, comprising a series of train-actuatedlevers; and train-signal operating means, each comprising a sliding barmovable on anti-friction rollers, and

pivoted fingers directly engaged by said bar,

to move the former into and out of operative position and operativeconnections between the levers and the bars for effecting movement oithe latter and consequently of the 3. A railwaysignal-system, comprisinga series of train-actuated levers; and train-signal operating means,each comprising a sliding bar, and pivoted ingers directly engaged bysaid bar, to move the former into and out oi' operative position; andoperative connections between the levers and the bars for effectinmovement of the latter and consequent y of the fingers, and comprisingconnecting strands with intervenin chain sections and direction-changingpu eys co-actingwith the chains.

4. A railway signal-system, comprising a series of train-actuatedlevers; and train-signal operating means on main and intersectin tracks,each comprising. a sliding bar, an pivoted fingers directly engaged bysaid bar, to move the former into and out of o erative position; andoperative connections etween the levers and said bars on both the mainand intersecting tracks within a predetermined danger zone, foreffecting movement of said bars and the ingers engaged thereby, on boththe main and intersecting tracks within said predetermined danger zone.

5. A railway signal-system, comprising a series of train-actuatedlevers; and train-sig- `nal operating means, each comprising a slidmgbar, and pivoted fingers directly engaged -by said bar, to move theformer into and out of operative position; a roadside danger-indicatingmeans; and operative connections between the levers and the bars andbetween the bars and said roadside danger-indicating means for effectingmovement of the bars and, consequently, simultaneous movement oi saidfingers and said roadside danger-indicating means.

In testimony whereof I affix my signature in presence of two witnesses.

STANISLAUS PIZICZIK.

